LIRR Passenger/Baggage/Combine/RPO Car Photo History
Roster: LIRR Early
Passenger Cars
Research: Vincent Seyfried LIRR History Vol VII
Roster:
LIRR
Steel Coaches & Electric M.U. with conversions
Research: Henry Raudenbush and Jeff Erlitz, courtesy of George Chiasson
Roster:
LIRR
Passenger-Baggage-Combine-Cars
LIRR
Passenger-Baggage-Combine-Cars Additional Data
LIRR
Passenger-Baggage-Combine-Cars Supplementary Notes
Research Koehler, Seyfried, MTA 1972
Roster:
LIRR
Modernization Numbers - Old Cars
Research: Bob Kingman
Roster:
LIRR
Steel and Composite Passenger Car Roster
LIRR
Steel Passenger Car Roster Notes
Research: Jeff Erlitz 2/10/2020
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Here's a very faded Tuscan Red MB62 leading an MP72C and either a MP72T or a T72 into Jamaica. On the right, leaving Jamaica, are a MP54B or MP54C and another arch roofed "54", both in the later "Tichy" paint scheme with Brunswick Green (?), or black, roofs. The first MP72C cars were built 7/1955, the first MP72T cars 8/1955 and the first T72 cars 10/1955. Since the trees are bare and the sun is low in the sky this is probably late 1955 or early 1956. Info: Jeff Erlitz Collection: Bill J. Madden A MB62, or for that matter, any LIRR MU in Tuscan Red,
and a pretty badly faded TR, is quite a surprise if not an anomaly as the
Tichy paint scheme came into being in November 1949. And yet, five
or six years later, there's still a car in Tuscan Red with gold lettering!
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WOODEN | BUILDER | DATES | DATA | All retired by 1927 |
Victorian Coaches | Wason Manufacturing Co. | 1889 | 30 coaches #229-258 65' length seats 72 sold #230,231,236,239 to Georgia Car & Loco Co. 7/1927 |
![]() LIRR #236 |
T39 | Wason Manufacturing Co. | 1899 | 30 wooden-trailer cars #877-906 built for Jamaica-Brooklyn Bridge service. Rebuilt in Morris Park Shops 1905 for use as trailers with MP41 cars. Discontinued use 12/17/1914 and sold 1917. |
![]() #892 1899 - Dunton Car Shops Archive: Jeff Erlitz |
MB45 | Wason Manufacturing Co. | 1905 | 5 MU Wood Baggage 1200-1204 Sold 1917 to Washington, Baltimore & Annapolis RR |
![]() LIRR MB45 #1201 Collection of Electric Railroaders’ Assoc, Inc Archive: Jeff Erlitz |
Combine baggage/passenger | Pullman Palace Car Co. | 1898 | #501-520 sold 1926 to Georgia Car & Loco Co. | ![]() LIRR #505 builder photo 1898 |
Parlor Car | Pullman | 1902 | #789-796 Eight vestibule 6-wheel
trucks Length: 78' - 8"; 41 revolving seats; all converted to coaches after 1911-1916 #789 Sold to Georgia Company: 6/1927 |
![]() Wooden Pullman Parlor Car #789 1902 Archive: Dave Keller |
Private Business Car | Jackson & Sharp | 1885 |
![]() MANHATTAN private business car diagram
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![]() Austin Corbin's private business car "MANHATTAN"
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Closed Vestibule | Jackson & Sharp, AC&F |
1898 | Last
wooden car produced for LIRR 1898 |
Wooden LIRR parlor car. Builder: Pullman, 1902 |
Day Coach | Jackson & Sharp | 1899 | In 1876 Jackson & Sharp received a Centennial Award at the Philadelphia Centennial Exhibition, in the “railway plant, rolling stock, engines” category for its passenger, boudoir, and library cars. LIRR received in 1899. | |
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SPECIAL CARS | BUILDER | DATES | DATA | |
Hospital Car |
1898-1910 |
Coach
#117 Destroyed
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Superintendent’s Car | Pullman | 1902-1909 | ||
Jackson & Sharp | 1906-1935-8? | |||
E-6 Open Air Car | Used for Beach runs | |||
Gas Electric Scoots | ||||
Electric/Storage/ Battery: Edison Electric |
1911-1926 | |||
Brill Gas Car | J.G Brill Company | 1914-1926 | ||
Trolley Car | ||||
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B74a | Pullman | Horse Express Cars: The numbering of B-74a was changed from 5551-5555, 5561-5565,
and 5766-5775 to 5800-5819 at the time the names were applied. Over the years various names were applied to the cars.
Capacity 24 horses; two stalls on each side of the three doors. |
![]() LIRR #143 - Hicksville - Horse express car Class B74a 1947 Archive: Dave Keller |
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B74b | Pullman | #5820-5869![]() PRR #5844 Horse Express car interior "Garden State Racing Association" Collection: Charles Horan |
![]() PRR B74b Horse express car - "Eastern Racing Association Suffolk Downs" Massachusetts. This is an example of Horse Car class B74b also used on the LIRR. Info: Dave Keller |
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The PRR horse cars were class B74a/b. From the outside they looked like baggage cars except they had 3 doors per side and a pair of stalls on either side of the doors to transport twenty-four horses maximum. The PRR named all the cars; Atlantic City Racing Association, Aqueduct, Dell Mar Turf Club, Metropolitan Jockey Club, etc. | ![]() DD1 #340 in Tichy Scheme - PRR B74b horse express car "Brandywine Stables" near Jamaica 1950 Archive: Dave Keller |
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DOUBLE DECKER | DATA | |||
T62 | 1932 | 200 The first double decker car built, lacking both motors and controls, but was also the FIRST ALL ALUMINUM railroad car produced. Info: Dave Keller |
![]() LIRR #200 double decker ![]() LIRR #200 RMLI-Riverhead 8/26/2007 |
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T70 | 1937 | 201 | ![]() The railroad's fleet of pre-war double deckers in the years before the post-war fleet of 60 cars began to arrive in 1947. Double-deckers #201 and #1347 at Babylon Yard with MP54A #1418 and MP54C #1728 on March 8, 1947. Photo: George Votava Archive: Mike Boland |
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T70A | 1947 | 202-205 | ||
MP70 | 1937 | 1347 | ||
MP70A | PRR-Juniata, 4/1947 | 1947 |
1341-1346
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![]() LIRR #1346 Photo: R. Glueck ![]() LIRR #1346 - West Hempstead |
MP70B | 1948 1949 |
1287-1322 1323-1336 |
![]() LIRR #1296 Union Hall St., Jamaica 7/12/1971 ![]() LIRR #132x Photo: R. Glueck |
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C3 | Kawasaki | 1997- |
134 cars 23 Cab controlled cars |
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RDC | BUILDER | DATES | DATA | |
Budd | 1955- 1967 | Sold 12/71 | ||
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BAGGAGE | BUILDER | DATES | DATA | |
B40 | AC&F | 4-5/1914 | #651-670
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![]() B40 #652 Archive: Art Huneke |
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PASSENGER | BUILDER | DATES | DATA | |
Starting in December of 1954, the LIRR began an extensive modernization program of all classes of equipment that included complete mechanical rebuilding, new interiors and new numbers to reflect the upgrading. The newly reworked cars were numbered into four number series: 4000 for control motors, 5000 for motor trailers, 6000 for MU trailers, and 7000 for steam coaches. | ||||
BUS | Pullman Standard | 1950 | A five double bedroom buffet lounge observation car Chesapeake & Ohio 2502 TIDEWATER CLUB. Acquired by Baltimore & Ohio in 1951; redesignated B&O 7500 NAPPANEE. Assigned to the Capitol Limited. Acquired by LIRR in October 1968. AMAGANSETT. |
![]() AMAGANSETT #2000 ex-B&O #7500 NAPPANEE Photo/Archive: Mike Boland Redesignated LIRR 2000 MORRIS PARK in 1976 after conversion to push-pull capability. Modified as a tunnel clearance car in 1990. Retired and sold to Roanoke Valley Central Railway in Salem, VA c.1999. Acquired by Blue Ridge Rail Restorations and stored in Salem VA. October 2008: Car has been moved and in Romney, WV on South Branch Valley RR/Potomac Eagle Scenic Railway. Research: John Deasy |
P54 | American Car & Foundry | 1912 | Steam
Cars #139-179, were ex-PRR cars
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![]() LIRR #316 Builders photo 5/1911 Archive: Jeff Erlitz Collection of Electric Railroaders’ Assoc, Inc This blueline print
illustrates the lettering arrangement for the following car classes: |
P54A | American Car & Foundry | 1911-1914 |
#314-370
Scrapped at Holban Yard, 1952
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P54B |
American Car & Foundry | 1913-1918 | #379-388 | |
P54D | American Car & Foundry | 1927 #1-138 | 74 cars
modernized starting 12/1954 and renumbered as part of 7000 series
(7002-7481, not all inclusive)
Referred to as "Ping
Pongs"
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![]() LIRR #433 Jamaica 11/27/32 |
P54E | American Car & Foundry | 10/1923 | 10 clerestory-roof cars #452-461 |
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P69 | Osgood Bradley | 1925 |
Purchased from the D&H
8/1962 nos. 8517-8522 LIRR 8517-8520 ex-D&H 208-211 8521 ex-D&H 219 8522 ex-D&H 221 Note: 8518 built 1926 |
![]() LIRR #8520 ex-D&H #211 (Lichenstern-Boland) |
P70 | American Car & Foundry | 1911-1913 after 1926 converted to coaches after Pullman Extra Services Takeover | 808-826 | ![]() LIRR #824, former parlor car, Morris Park Yard 1962 Photo: William Rigen |
P71 | Osgood Bradley | 1924 |
8506-8509 ex-MEC 218-221 84 seat coach Purchased LIRR: 6/1962 |
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P71A | Osgood Bradley | 1931 | 8510-8513 ex-MEC 262-265 68 seat coach |
![]() LIRR P71A #8513 - Receiving Yard 1/10/1969 Archive: Mike Boland |
P72 | Pullman Standard | 1955-1956 |
Nos.
2901-2980 except |
![]() LIRR #2970 LI City 4/1970 Photo: Jim Parker ![]() LIRR #2932 P72 - Port Jefferson 1965 Note: steam heat connector by air lines underneath coupler. John Deasy |
P72 Bar | Pullman Standard | Rebuilt 1975 |
2990-2992,
former
2905, 2970, 2957 |
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P72A | Pullman Standard | 1955 | 2801-2844 | |
P72G
/ Bar |
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P73L | Pullman Standard | 1916 | Acquired from EL in September 1962.
Redesignated LIRR 2038 SETAUKET in May 1963 and operated as parlor lounge
observation until September 1968. Renumbered W-99 and reclassified as
business car in 1970. In 1971, renumbered as (2nd) 99 and renamed (2nd)
JAMAICA. Transferred to Maintenance of Equipment section. Last used
approximately 1975.
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![]() SETAUKET in EL colors - Jamaica 1/1963 Archive: Dave Keller |
American Car & Foundry | 1912 | Converted to a coach (class PP70A) after 1926. LIRR #815. Rebuilt to (open platform) business car LIRR #2000 MONTAUK 12/1925. Renamed JAMAICA as parlor observation car after 1957. Withdrawn 1968 and stored until 1972. Donated/displayed Wantagh Museum, NY 1972. |
![]() Jamaica #2000 Class P73L - Richmond Hill 9/25/1960 Archive: Dave Morrison |
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P74A | Pullman Standard | 1924 | 2001-2003 | |
P74B | Osgood Bradley - PS | 1935-37 |
Built for the Boston & Maine for general
long-distance service. Cars #7521-7530 received: 9-10/1958
Cars #7531-7550 received: 1-8/1959 Research: Jeff Erlitz |
![]() LIRR P74B #7547 (Votava-Boland) |
P74B1 |
Osgood Bradley - PS
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10/1937 |
Built for the BAR for buffet coach service. Cars:
#8551-8553 Purchased 6/1962. Modernized: 1/1963 Scrapped: 5/1973 8552:
9/13/1972 |
![]() LIRR #8551 ex-BAR #150 (Votava-Boland) |
P74D Parlor | Pullman
Standard HEAVYWEIGHT Parlor cars 6-wheel trucks |
1923-27 |
2013-2036
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![]() LIRR #2020 "PATCHOGUE" Montauk Yard 05/15/66 (Rugen-Keller) |
P80 | Budd, Pullman | 1946-48 | 13 cars 531-543 13 Steam Coach retired 1972 | Silver Streak Cars |
P80 |
Budd Budd Pullman |
1947 1941 7-10/1946 |
529 ex-New York Central 2938 530 ex-New York Central 86-Samuel J. Tilden 531 ex-New York Central 3005 532 ex-New York Central 3049 533 ex-New York Central 3063 534 ex-New York Central 3067 535 ex-New York Central 3073 536 ex-New York Central 3075 537 ex-New York Central 3064 538 ex-New York Central 3101 539 ex-New York Central 3126 540 ex-New York Central 3133 541 ex-New York Central 3136 542 ex-New York Central 3147 543 ex-New York Central 314 ![]() LIRR #541 coach ex-NYC #3136 at Richmond Hill. 5/26/1968 Photo: Gene Collora Archive: Mike Boland |
NYC sold c.6/1967
to Pickens RR. rebuilt. LIRR purchase 10-11/1967. Car #86 Samuel J. Tilden
purchased 12/1967. Named “Pickens cars” by MOE Dep't 'Silver Streak'
by everyone else.
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P80A Parlor | Pullman Standard | 1939-40 | 13 cars 2051-2063 Acquired in 1968 Retired 1975-76 | |
2051 Pantigo 2052 Patchogue 2053 Peconic 2054 Ponquogue 2055 Wantagh 2056 Wauwepex 2057 Wickapogue 2058 Wunneweta 2059 Napeague 2060 Nesconset 2061 Noyack 2062 Wyandanch 2063 Poquott |
![]() POQUOTT #2063 Parlor Shelter Island Express Greenport 8/1971 Photo/Archive: Dave Keller
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![]() LIRR Class P80A Pullman Standard 1939 6 double bedroom buffet lounge passageway side |
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P80B | Pullman Standard for Louisiana and Arkansas, a KCS subsidiary. | 1948 | Former KCS, ex-L&A, 14 roomette 4 double
bedroom sleeper acquired September 1968 utilized in LIRR East-end parlor
service: 2048 MANHASSET ex-KCS JOB EDSON 2049 MASSAPEQUA ex-KCS LEONORE LOREE 2050 MASTIC ex-KCS WILLIAM EDENBORN Repainted in spring/summer 1971 to LIRR colors. Retired 1975. Sold to Tuman Demolition Company; scraped 1976. |
![]() ex-KCS "Job Edson" at Babylon Station - 10/24/68 Photo/Archive: Dave Keller |
The ex-L&A car "Job Edson" is LI 2048, one of three ex-L&A
cars built by Pullman in 1948 and bought by LI in August, 1968, and assigned
LI class P80B. LI numbers were applied immediately to vestibules only. Built
as 24-seat 14-roomette 4-double bedroom cars. The others were "Leonore
Loree" which became LI 2049, and "William Edenborn" which became LI 2050. |
![]() ex-KCS "Job Edson" at Richmond Hill 5/1969 Photo/Archive: Bill Mangahas |
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P80C | American Car & Foundry | 1940-1948 | Former KCS coaches 251-266
renumbered: 8554 ex-KCS 251 8555 " 252 8556 " 253 8557 " 254 8558 " 255 8559 " 256 8560 " 257 8561 " 258 8562 " 259 8563 " 261 8564 " 262 8565 " 263 8566 " 264 8567 " 265 8568 " 266 8573 " 260 Note: The gap between 8569 and 8572 used to number the Florida East Coast coaches, class P80D, with names and not numbers. Mike Boland |
![]() ex-KCS #265 coach - Richmond Hill Storage Yard 1968 Archive: Dave Keller |
P80D | Budd | 1946 |
Sold to the LIRR 1/1969 repainted 1970 coaches. Retired 1974. 8569 Boynton 8570 Homestead 8571 Bunnell 8572 Titusville (retained name) |
![]() ex-FEC BOYNTON - Richmond Hill 1/1969 (Gillin-Deasy)
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Budd | 5/1947 | LIRR 1/1969, retired 9/1975 sold
1976 Operated in its FEC paint scheme until being repainted, relettered, and renumbered 'APAQUOGUE' #2064 6/9/1971. Used as a lounge-observation car on parlor CANNONBALL car trains. |
![]() ex-FEC "LAKE OKEECHOBEE" 1969 used as a CANNONBALL parlor to Montauk. Photo/Archive: Jim Mardiguian |
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P80E | ACF | 1907 | 1st #1451 converted to Private Club car "SMITHTOWN" retired 1942 |
![]() P50E Class Private Club Car "SMITHTOWN" ex-1451 Photo: Bill Lichenstern Archive: Mike Boland |
P80F | American Car & Foundry | 1949 | No. 2073 “TUCKAHOE” | |
P80G | Budd | 1949 | Nos.
2081-2082
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P80H | American Car & Foundry | 1949 |
Nos. 2180-2185 Sold to MTA 1971, transferred to
LIRR 5/1974. Only 2182 and 2194 repainted LIRR. |
![]() LIRR #2181 ex-DL&W, El, PC coach Photo/Archive: Tim Darnell
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P80J | Pullman Standard | 1949 | Nos. 2186-2194 | |
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COMBINE | BUILDER | DATES | DATA | |
PB54 | American Car & Foundry | 1911 | 5 cars #619-623 steel
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![]() LIRR PB54 #621 c.10/1911 Builders photo Electric Railroaders’ Association, Inc. Archive: Jeff Erlitz |
PB54A | 1914 | 3 cars #624-626 steel | ||
PB54B | 1917 | #627 steel | ||
PB57 | American Car & Foundry | 10/1927 | 610-618
Modernized 10/1958 and renumbered #7614 Scrapped 9/13/1972 by Naporano Iron and Metal Company, Newark NJ Note the "Futura" lettering which was considered VERY modern for 1939-40. Info: Jeff Erlitz |
![]() LIRR #7613 PB57 combine Oyster Bay Photo: R. Glueck ![]() LIRR #7614 Richmond Hill Coach Yard c.1940 Archive: Jeff Erlitz |
MOTORIZED/PASSENGER | BUILDER | DATES | DATA | |
“M” designating the unit to be a “motor” or powered control cab and the
“P” meaning “passenger”, while the “54” was the length of the car,
bulkhead to bulkhead. As an aside, an MU baggage car was an “MPB54”
because it was powered, it carried passengers AND it carried baggage.
However, the electrics were MP54 or T54 units (“T” meaning trailer;
non-powered). And some of the OLDER, original purchase MP54 units had
clerestory roofs and not the famous arched roofs. MP54 means Motor/Passenger car which is 54' long. (there were also "blind motors" which were MP54 cars with no windshields and which were placed within the consist of a train to provide additional power to assist the lead MP54 which was NOT blind. Sort of like a steam locomotive coupled in the middle of a freight train with no view of the road ahead, positioned only to assist the lead steam locomotive(s) in hauling the train.
MPB54 means Motor/Passenger/Baggage car which is 54' long (known as a "combine car.") Earlier MP54 and MP54A cars had their controls
removed, but were not rebuilt (with ASC) and remained in service as mid-train
motor trailer cars, since they also had weak collision posts, which
was pointed out after the 1950 crashes. Eight cars
in the 1600 series of MP54A cars did, indeed, get ASC and finished
their decades of service as control motor cars with ASC and were occasionally
seen at the headend of a train. (Control motors 1632, 1634, 1641, 1651, 1661, 1665, 1666)
And, of course, there was CT54A
#1677, club car "ROCKAWAY", which remained a control trailer with ASC) but some of these cars, 1641, 1651 and 1661 had their ASC removed in later years.
Research: Mike Boland |
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MP54 | American
Car & Foundry
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1908 |
30 cars 1421-1450 20 cars 1401-1420 MP54A MP54 was the first 30 cars 1421 through 1450 built by ACF at its Jackson and Sharp (merged into ACF) plant in Delaware in 1908.
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A four-car MU train eastbound apparently headed for Port Washington in the late 1930's. The second car east is a trailer and note the combine at the rear(!) of the train. Many MP54's and MP54A's had large headlight housings replace their original small headlights while retaining their destination lights, seen on both sides of the headlight. These were removed in later years. At this time LIRR passenger fleet wore Tuscan Red with black roof and gold lettering. Photo: George Votava Archive: Mike Boland | ||||
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![]() MP54 #1428 as trailer at Dunton 4/28/1968 Archive: Mike Boland |
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MP54A |
American Car & Foundry | 1908 1909 |
20
cars 1401-1420 226 cars 1451-1676 Some minor changes were made to the cars and the next class of 20 cars was MP54A built by ACF in Berwick, PA and numbered 1401 through 1420 and built beginning in 1909. |
![]() MP54A #1660 Built by ACF 1914 passing JAY Tower c.1915 Archive: Jeff Erlitz |
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MP54A #1405 outside the Dunton Car Shop on May 12, 1940. This was an order of 20 cars built by ACF and had minor differences from the 30 MP54 fleet of cars built in 1908, a year earlier. Photo: George Votava Archive: Mike Boland |
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MP54A #1505 has new safety glass windows with aluminum frames. Note the trailer behind this control motor, built in 1910 and scrapped in January 1956. This car, and many others had their controls and headlights removed and ran off their last years as motor trailers in mid-train service. Rockaway Park c.1940's. Photo: George Votava Archive: Mike Boland |
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MP54A #1474 leads a train with a car behind it in the new Tichy paint scheme. This car had no Automatic Speed Control (ASC) installed so this photo must have been taken prior to 1951. The car was scrapped August 1955. Archive: Mike Boland |
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The clerestory roof MP54 and MP54A cars, when rebuilt
as motor trailers, were given class MP54T and MP54AT and were renumbered
beginning with #1001 (an old MP41 number), #1002, #1003, etc. but this
renumbering ended after after #1017 and the cars kept their original
numbers. A few trailers were given power trucks and put into this class,
also. |
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MP54A1 | Pressed
Steel Car Co. (25 cars) & American
Car & Foundry (20 cars) split car order between the LIRR and
another PRR subsidiary, West Jersey and Seashore. These 45 cars, and the 40 P54D's converted and motorized in 1930 (MP54D1 1944 through 1983) were the last MP54's built for the LIRR. |
1928-1930 | 45 cars 1135-1179 |
![]() MP54A1 #1163, possibly Jamaica area, in Tuscan Red livery mid-1950's. This may have been the last car in this paint scheme. Archive: Mike Boland |
![]() MP54A1 #1159 at Port Washington 4/05/1937 (Votava-Boland) |
![]() MP54A1 at the east end of an MU train in Babylon Early 1950's. (Harold Fagerberg-Mike Boland) |
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![]() MP54A1 #4160 at Babylon 4/21/1963 (Votava-Boland) |
![]() A modernized MP54A1 at the east end of a train at Union Hall Street station in the mid-1960's. |
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![]() Two eastbound trains leaving Jamaica station, mid-1960's. The one on the left has a MP54A1 at its east end. Archive: Mike Boland |
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The
seating capacity was for 69 passengers. These
cars had a special safety feature which was a door interlocking device, or
signal light, indicating to the motorman that the doors are closed.
Each car had train control and had roller bearing trucks. Additional
lights made for better lighting.
These
new cars and the conversion of 40 P54D steam cars to control motor
MP54D1's allowed the railroad to run 12-car MU
trains. Its easiest spotting sign are the lack of deck sash and only THREE utility vents along the side of the roof for ventilation. Also, the end door is more recessed, due to improved and thickened collision posts. The cars also had end drip strips above the storm door at the ends of each car. The cars also had two different types of trucks and these were the only cars that arrived with the large, squared-off headlight and destination lights, which were removed later. Some cars had porthole-style side and end doors, while other cars had large, single-pane side and end doors; perhaps this is a clue as to the cars' original builder. Research: Mike Boland |
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MP54B | #1678-1697 | |||
The MP54C replaced the MP54B and was one of the largest classes on the
LIRR. Built beginning in 1922 these cars were numbered from #1698-1777 and
then #1784-1943. The gap in numbers was used to number the clerestory roof
ACF-built DC cars bought from the PRR in 1923 or so when AC power took
over. These cars became surplus and the Manhattan Transfer shuttle service
ended. Beginning in December 1954 with MP54C 1742, a great many of these cars were modernized and rebuilt. They retained their original number, but after about 100 cars were rebuilt, a new system of numbering was used with a "4" replacing the "1," as the first number of the car. Ex: Control motor MP54C #1742 became #4742. Note: A small number of these cars were not rebuilt and used as control motors, retaining their original number. All MP54C control motor cars, rebuilt or not rebuilt, had ASC. However, a small number of cars in the 1700-series were never rebuilt, never given ASC and operated as motor trailers in mid-train service. A good number of MP54C cars in the 1700-series were rebuilt as motor trailers. These cars had their headlights, marker lights, wipers, whistles, controls and other gear removed. When rebuilt, these cars originally kept their same numbers, such as #1752, but this car was now without controls so to end/avoid confusion, the railroad replaced the "1" with a "5," denoting a motor trailer. Therefore, this car became #5752 and could be easily identified by LIRR employees; these cars were now classed as MP54CT. Note: This was also done to some class MP54B cars. Research: Mike Boland |
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MP54C | American
Car & Foundry
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1922-25, 1927 |
240 cars #1698-1777
control motor cars
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![]() LIRR #4875 MP54C
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MP54Cc | American Car & Foundry |
During 1930-42 several cars received 3/2 reversible seating for about 95. Destination lights changed to red-only tail lights after 11/27/1932 after discontinuation of marker light use. Reclassified MP54Bc and MP54Cc as automatic speed control (ASC) apparatus was installed in 1951. Jeff Erlitz |
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![]() MP54Cc #4929 Nostrand Ave. 3/01/1970 (Grotjahn-Boland) |
![]() MP54Cc #4793 Richmond Hills c.1960 (Ziel-Boland) |
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![]() MP54Cc #4824 Archive: Mike Boland |
![]() MP54Cc train on Atlantic Ave EL c.1956 (Maywald-Boland) |
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MP54D1 | American Car & Foundry | 7-8/1927 | #1944 to #1983 were converted from class P54D steam cars (Pings) to control motor MP54D1's allowing the railroad to run 12-car MU trains. | |
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MOTORIZED TRAILERS | ||||
The "T" suffix at the end of some classes, such as MP54T, MP54AT, MP54BT and MP54CT,
meant the car, originally a headend car equipped with engineer's controls, had them removed
along with whistle, wiper, headlights, etc. and converted to mid-train use as a motor, motorized or blind
motor. This meant the car could NOT be at either end of an MU train. The equipment taken from the cars went into stock used for other MU cars that were equipped with Automatic Speed Control (ASC) and used at headend cars when the State of New York forced the railroad to operated with this feature following the two big 1950 crashes with much loss of life. About half of the fleet of MU cars received ASC, the remainder did not. This was a big savings of money; in fact, the LIRR was so broke that the PRR and New York State paid for the installation of ASC. This was a new class of car; as until this time, the railroad had only control motor cars and trailers, but after 1951 this all changed. Not until 1953 and 1955, did the railroad buy new motor trailer cars, specifically built as such by Pullman-Standard. Many control motor cars ran in trains and did not have ASC and thus used in mid-train service, even though they specifically were NOT converted to motor trailers. With the car rehabilitation program in 1955, these cars eventually had their controls removed and were renumbered and rebuilt into the 5000-series of cars. What I like about the LIRR is that there were always exceptions and a number of cars in the 1700-series of arch motors never were converted, and had never been given ASC. They were considered motor trailers even though they were not converted, and in later years their class was changed to indicate they were a motor trailer even when they were not in the shops to have the conversion. A car like this was arch roof 1776, a great number for the Bicentennial. Research: Mike Boland |
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MP54T | American Car & Foundry | 1908 |
Part of the first MP54s on the LIRR, it was converted to a motor trailer
with the same car number. Perhaps the shops got lazy or forgot to removed the headlights.
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![]() MP54AT #1520 at Richmond Hill 4/16/1950 (Votava-Boland)
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MOTORIZED/COMBINE | BUILDER | DATES | DATA | |
MPB54 | 1910
-1914
#1350-1381 |
At the Dunton Car Shop combine MPB54
#1379 had the passenger end of the car photographed on November 9, 1933. There were subtle differences in the end details of headend MU cars. Note the large scissors-like apparatus that operated the doors at this time; also note the cowcatcher or pilot behind the coupler and in front of the trucks, removed in the 1950's with the advent of speed control. Collection of Ron Ziel.
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LIRR MPB54 #4398 (ex-#1398) in Dashing Dan scheme Woodside Station 06/10/1969
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MOTORIZED/BAGGAGE | BUILDER | DATES | DATA | |
MB62 | American Car & Foundry | 1910 |
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MOTORIZED/BAGGAGE/MAIL | BUILDER | DATES | DATA | |
The first car is one of two MU motor baggage mail cars, class MBM62 1209 and 1210 that were originally
ACF in 1925 to have a mail compartment constructed at one end of the car.
Some time later a small engineer's compartment door was added to the right side of the car on one side only,
the side that had a 6-foot baggage door on the left. Remember, the other side of the car has the mail
compartment, but the baggage end has double sliding doors that are about 8-feet wide.
Look for the mail compartment on the two MBM62's, and that will tell you whether it's a MBM62 or a straight MB62. The MB62's have two windows between the doors and a small window at each end of the car. It's a different look for the MBM62's, a fascinating car and almost as unique as the second car in this consist, an MPBM54. The second car is a Motorized Passenger Baggage Mail MPBM5 car and both sides of the car are a little different in the
baggage-mail area. Baggage-mail MU's were 1205-1219, although 1215 and up were used as diesel cars, with 1217-1219 running all their
years as steam/diesel cars. |
![]() MU Express Mail train at Babylon: MBM62, MPBM54, MPB54 taken from the high platform at the Babylon freight house just west of Carll Avenue. ViewNE. (Votava-Keller)
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MBM62 | American Car & Foundry | 1910 | 1209-1210 Mail compartments removed after 1963
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![]() MBM62 RPO RMLI Riverhead View NE 2/09/2006 Photo: Peter Cusden
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BG72B |
Pullman Standard | 1955-56 | Nos.
2101-2104 Bar Generator Cars
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![]() Bar generator car #2102 - Oyster Bay c.1980+ (Maywald-Boland)
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B60B | American Car & Foundry | 8/1928 | 715-724 1928 PRR 718 rebuilt to wreck train car W-56, 723 has been preserved 737 Mail compartment added in late forties, class changed to BM60, was rebuilt to wreck train car W-57. Modernized 12/1955 and renumbered #7723. Withdrawn from service 1970. |
![]() B60B #723 Archive: Jeff Erlitz |
MP41 |
American Car & Foundry | 1905 | Nos.
1000-1133 first class of MU electric cars, 41'
interior
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![]() LIRR MP41 #1111 Rockaway Park Yard 1948 (Rugen-Huneke) |
Gibb's Cars | 1905 | BRT/LIRR operations; see below | ![]() LIRR/BRT MP41 "Gibbs Car" c.1908 Archive: Dave Keller |
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This
was a BRT-style coupler, as these MP41 cars were built to run in joint
LIRR/BRT operation (which ended in 1917) and were even nicknamed
"Gibbs Cars" after the guy who designed the similar electric
passenger cars for the BRT. After purchasing a bunch of these cars
in 1905 for operation in newly-electrified territory, the LIRR purchased
new MP54 cars in 1909-10. The shorter, MP41 cars were eventually
relegated to rapid-transit service along the Atlantic branch and the
longer and newer MP54 cars were used in the rest of electrified
territory. I've never seen the coupler pushed over to one side
like that. MU Cars in Mitchel Field Shuttle Service |
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MP72C | Pullman Standard | 1955 | Nos. 2501-2522
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![]() LIRR #2519 MP72C Jamaica 1969 Archive: Dave Keller
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MP75C | Pullman Standard | 1963 | Nos.
2525-2536 Converted to control trailers 5525-5536 Note: MP75 "Zip" cars did NOT have portholes at their ends; instead, a single square window to match the end and side doors.
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![]() LIRR #2534 MP75C Zip car control motor ex-World's Fair logo repaint - West Hempstead 1/20/68 (Votava-Keller) ![]() LIRR #2536 MP75C Jamaica 1969 Archive: Dave Keller |
MP72T | Pullman Standard | 1955-1956 | Nos. 2602-2674 Converted to PT72C, PP72B (#2011-2021) and BG72B | |
MP75T | Pullman Standard | 1963 | Nos.
2675-2692
Converted to trailers 5675-5692
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![]() LIRR #2679 MP-75T Jamaica 1969 Archive: Dave Keller
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PP72B | Pullman Standard | 1955-56 | Nos. 2011-2021 Push-pull Parlors were rebuilt former MU trailer cars (Class MP72T) converted to diesel-hauled push-pull service. | ![]() Parlor #2011 (John Scala - Mike Boland) |
PT72A | Pullman Standard | 1553/1955? | 2801-2844 | |
PT72 Bar | Pullman Standard | 1955-56 | 2890,
2892, 2894 Tentative: 2829 and 2833 But only 2833, being used almost exclusively in push-pull parlor service, got the red stripe. |
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PT72C | Pullman Standard | 1955-56 |
2846-2898 Even Nos. only plus 2792, 2794, 2796 |
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PT75 | Pullman Standard | 1963 | 2701-2723 odd #’s | |
PT75A | Pullman Standard | 1963 |
2702-2736
Even #’s only |
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PT74 Bar | Pullman Standard | 1963 | 2705 | |
GTEL | Budd/GE/Garrett | 1977-? | 8 cars purchased | |
Gas Turbine Power trains | 4 GE/ & 4 Garrett GE’s
converted to M-1s |
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M1 | Budd | 1968-1972 | 770
cars First run 12/30/19 68 Retired 2/2007 Nos. 9001-9770
Cars #9001-9016 built 1968 |
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M3 | Budd | 1984-1986 | 174 cars phased in 1985-86 Nos. 9771-9944 Renumbered 9891-2 to 9945-6 after shooting. | |
M7 | Bombardier | 1999-2006 |
836
cars purchased 7001-7836 |
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M9 | Kawasaki Heavy Industries | |||